Cargo stowage and transport

ABSTRACT

A method for stowage of cargo items ( 7, 18, 100 ). In a cargo container ( 12, 20, 103 ) wherein spaces around the cargo items and within the cargo container are at least partly filled with spacer elements ( 1, 19, 104 - 106, 109 - 112 ) so as to substantially prevent movement of the cargo items in the cargo container, characterized in that dynamic forces on the cargo items associated with motion of the cargo container and/or weight forces on the cargo items are transmitted to the container structure through the spacer elements, and wherein at least one spacer element transmitting such forces comprises a shaped block of expanded plastics foam material, preferably polystyrene. The invention is applicable to comparatively heavy loads such as those transported in shipping containers and in such land vehicles as rail cars and road transport vehicles.

CROSS-REFERENCE TO RELATED APPLICATIONS

This application is a U.S. National Stage Application of InternationalApplication No. PCT/AU2006/001040, filed on Jul. 27, 2006 and publishedin English as WO 2007/012115 A1 on Feb. 1, 2007. This application claimsthe benefit of AU Application No. 2005904009, filed on Jul. 27, 2005.The disclosure(s) of the above applications are incorporated herein byreference.

FIELD OF THE INVENTION

The invention relates to improvements in methods and apparatus for thestowage of goods in containers, especially shipping and other transportcontainers, and for the transport of goods so stowed.

BACKGROUND

Enormous quantities of goods, including manufactured goods, produce andmaterials, are daily shipped around the world by land, sea and air incontainers of various types. Standard shipping containers as used onseagoing ships, for example, are a familiar sight at sea and on land.The loading of cargo items into such containers and their subsequentunloading, is a major activity involving much expenditure of labour andmoney. An important problem facing all those involved in shipping ofgoods is containing the cost of such loading and unloading.

Much of the cost of loading and unloading arises from the need to securecargo items in their containers securely, to avoid damage in transit.Given the wide variety of goods that must be transported, this can be askilled process consuming much time and effort.

It is also important in many cases that cargo items not move withintheir containers during transit. In sea transport, for example, anyinadvertent shifting of cargo due to ship motions can have adverseeffects on ship stability and hence safety.

Some cargoes comprising multiple discrete items that can be loaded in acontainer in layers also present a problem in that no number of completelayers closely matches the load carrying capacity of the container, yetpartial layers can be difficult to secure against undesired movement.

Materials such as timber used to secure heavy loads in containers canpresent quarantine and disposal problems at their destinations.

An issue widely recognized in the sea transport industry, at least, isthat there can be a mismatch between cargoes and container sizes onparticular journey legs. For example, where cargo movements are suchthat “40-foot” containers arrive at a particular port in numbers greaterthan are required for cargoes leaving that port, there can be excessivenumbers of “dead legs” for such containers, i.e. journey legs where thecontainers are carried empty. Enhancing the ability of such containersto be loaded with other cargo items could in such a case lead tosubstantial cost savings by reducing dead legs.

More generally, it is always desirable to enhance the flexibility ofloading of containers. For example, making it easier to use a smallcontainer where a large one was previously required, or vice versa,allows better matching of cargoes and container availability.

The present invention addresses these problems and issues and isapplicable to cargo containers carried on land, sea and air transportvehicles. In addition, it may find application in transport modes wherecargo items are contained by the structure of the carrying vehicle, forexample where cargo items are carried between decks in ships, or in railor road vehicles.

SUMMARY OF THE INVENTION

The invention has as its purposes and benefits easier, quicker andcheaper packing and unpacking of shipping and other transportcontainers, with efficient use of available space and avoidance ofmovement of cargo items within the container, than is available usingconventional packing methods. The surprising finding that certainplastics foam materials can be used for the support and restraint ofitems of significant weight carried in cargo containers has led to theinvention.

In a first aspect, the invention provides a method for stowing a set ofcargo items in a cargo container comprising the steps of:

providing a set of one or more substantially rigid spacer elements; and

positioning members of said set of spacer elements and members of a setof cargo items in designated positions in a cargo container so that saidcargo items and said spacer elements form an assembly that duringmovement of the cargo container is restrained by contact between theassembly and inner surfaces of said cargo container from movement in aleast one direction relative to the cargo container,

the method being characterized in that at least one of the spacerelements comprises a shaped block of an expanded plastics foam material.

Preferably, at least one of the spacer elements comprises a shaped blockof expanded polystyrene foam.

During movement of the cargo container inertia forces arising in atleast one of the cargo items due to the cargo container movement may betransmitted to the cargo container structure through at least one saidshaped block.

Further, at least a portion of the weight of at least one of the cargoitems may be transmitted to the cargo container structure through atleast one said shaped block. Substantially all of the weight of at leastone of the cargo items may be transferred to the cargo containerstructure through shaped blocks of members of the set of spacerelements.

Preferably, a said spacer element is shaped to conform closely to aportion of the shape of a said cargo item. A said spacer element mayfurther comprise reinforcing means secured to a said shaped block andadapted to resist localized crushing of said shaped block.

Thus, in practice of the invention, the substantially rigid spacerelements including expanded plastics foam are intended to actuallytransmit loads, dynamic and/or static, between the cargo items and thestructure of the cargo container. The term “dunnage” is normally used inthe art for materials and items which are not firmly attached to cargoand are used to protect the load, so that the spacer elements do notfunction merely as dunnage. This is despite much teaching away from theuse of such materials in the art of transporting substantial loads incargo containers.

The cargo container may be adapted for movement by an aircraft or definea cargo containing space of an aircraft. In another area of potentialapplication, the cargo container may be adapted for movement by a landvehicle or define a cargo carrying space of a land vehicle. Such a loadvehicle could for example be a road vehicle or a rail car.

In particular, the cargo container may be adapted for movement by aseagoing vessel or defines a cargo carrying space of a waterbornevessel. The cargo container comprises a standard shipping container.

The term “standard shipping container” is in this specification to betaken to include in particular containers of the type used in largenumbers for transport of goods by sea. The containers in question arethe subject of International Standards Organisation (ISO) standards andare available in various sizes, of which common external sizes are:

-   (a) length: 20 feet (6096 mm); width 8 feet (2438 mm); height 8 feet    6 inches (2591 mm) or 9 feet 6 inches (2896 mm);-   (b) length: 40 feet (12192 mm); width 8 feet (2438 mm); height 8    feet 6 inches (2591 mm) or 9 feet inches (2896 mm).

Such shipping containers are of various types and in addition to generalpurpose containers, the invention is potentially applicable to suitablespecific purpose and specific cargo container types, for examplerefrigerated containers (“reefers”). Containers of this general type areavailable in a number of other different lengths and the invention maybe practiced with such containers.

In one embodiment of the invention, a said spacer element is adapted tobe lowered over a said cargo item from above and in use to be retainedthereon without substantial relative movement between the spacer elementand the cargo item. When said spacer element is lowered over said cargoitem a portion of said cargo item is accessible from above. In thisembodiment, the said cargo item may be placed directly on a floor of thecontainer or on dunnage on said floor.

In another embodiment of the invention, a spacer element has a lowersurface adapted to lie directly on a floor surface of the cargocontainer or on dunnage on said floor surface and an upper surfaceshaped to closely conform with a portion of at least one cargo item andto support the at least one cargo item.

In either of these embodiments a spacer element may have upright facesthat in use of the spacer element lie closely adjacent to opposingupright inner surfaces of the cargo container. A single spacer elementmay for example substantially fully span the internal width of ashipping container.

Where cargo item weight is borne by one or more spacer elements, atleast one of the spacer elements is positioned within the cargocontainer and a cargo item is subsequently lowered onto said spacerelement. The cargo container may have end doors with said cargo itembeing loaded through said end doors. Cargo items are placed on spacerelements after the spacer elements have been positioned in the cargocontainer, it may not be possible for some widely cargo item handlingvehicles to position cargo items in the container owing to inadequatereach and inability to enter the cargo container. The method mayaccommodate this problem by a modification in which while being movedinto the cargo container by wheeled support means and said wheeledsupport means is moved by a separate vehicle so that the separatevehicle can remain outside the cargo container.

The method of the invention can be applied for example (and isadvantageous) where a cargo item comprises a coil of strip material, egsteel.

The method of the invention may be applied where the cargo container isa standard shipping container and the or at least one of the cargo itemshas a weight of more than 10% of a rated payload of the cargo container.

The method of the invention may be applied where the cargo container isa standard shipping container and the or at least one of the cargo itemshas a weight of more than 20% of a rated payload of the cargo container.

In practice of the method of the invention, the members of the set ofcargo items may be maintained in their designated positions in the cargocontainer by the set of spacer elements substantially without the use ofadditional restraint means. However, it is not intended to preclude thepossible use of restraint means additional to the set of spacerelements.

In one way of practising the method, members of the set of spacerelements but not members of the set of cargo items contact internalupright walls of the cargo container.

In a further aspect, the invention provides a method for transporting aset of cargo items between two locations in a cargo container includingthe steps of:

at a first location stowing a set of cargo items in a cargo container bya method according to the method disclosed above;

moving the cargo container to a second location and unloading the cargoitems and the spacer elements;

disposing of the shaped blocks of the spacer elements by submitting theshaped blocks to a recycling process.

In many destinations where cargo containers are sent, there is existinginfrastructure for the recycling of expanded plastics foams, includingparticularly polystyrene foam, without significant environmentalnuisance.

In a further aspect, the invention provides cargo restraining means forrestraining movement of cargo items in a cargo container comprising:

a set of one or more substantially rigid spacer elements of which atleast one spacer element comprises a shaped block of an expandedplastics foam material; and

said spacer elements being shaped and proportioned so as to positionablewith members of a set of cargo items in designated positions in a cargocontainer so that said cargo items and said spacer elements form anassembly that during movement of the cargo container is restrained bycontact between the assembly and inner surfaces of said cargo containerfrom movement in a least one direction relative to the cargo container.

Preferably, the at least one spacer element comprises a shaped block ofexpanded polystyrene foam.

The cargo restraining means may be adapted for use in a cargo containerthat is adapted for movement by an aircraft or defines a cargocontaining space of an aircraft.

The cargo restraining means may be adapted for use in a cargo containerthat is adapted for movement by a land vehicle or defines a cargocontaining space of a land vehicle.

The cargo restraining means may be adapted for use in a cargo containerthat is adapted for movement by a seagoing vessel or defines a cargocontaining space of a waterborne vessel. In particular, the cargorestraining means may be adapted for use in a standard shippingcontainer.

A said spacer element of the cargo restraining means is preferablyshaped to conform to a portion of the shape of a said cargo item.

A said spacer element may further comprise reinforcing means secured toa said shaped block and adapted to resist localized crushing of saidshaped block.

A said spacer element may be adapted to be lowered over a said cargoitem from above and in use to be retained thereon without substantialrelative movement between the spacer element and the cargo item.

In one aspect of the invention in this aspect, a spacer element has alower surface adapted to lie directly on a floor surface of the cargocontainer or on dunnage on said floor surface and an upper surfaceshaped to closely conform with a portion of at least one cargo item andto support the at least one cargo item.

The invention can be used in the restraint and stowage of loads that arelarger than is usual in applications of expanded foam materials and inparticular polystyrene foam. For example, the cargo restraining meansmay be adapted to support from below at least one cargo item with aweight of more than 10% of a rated payload of the cargo container. Forfurther example, the cargo restraining means may be adapted to supportfrom below at least one cargo item with a weight of more than 20% of arated payload of the cargo container.

In a further aspect of the invention there is provided a method ofstowage of cargo items in a cargo container wherein spaces around thecargo items and within the cargo container are at least partly filledwith spacer elements so as to substantially prevent movement of thecargo items in the cargo container, characterized in that dynamic forceson the cargo items associated with motion of the cargo container and/orweight forces on the cargo items are transmitted to the containerstructure through the spacer elements, and wherein at least one spacerelement transmitting such forces comprises a shaped block of expandedplastics foam material, preferably polystyrene.

In a still further aspect of the invention, there is providedpositioning means for maintaining positions of items of cargo in acontainer, comprising a set of one or more associated and substantiallyrigid spacer elements wherein members of said set are positionable indesignated positions relative to members of a set of cargo items carriedin a container so that during movement of the container said cargo itemsand said spacer elements in combination are substantially restrained byinner surfaces of said container from movement in a least one directionin and relative to the container.

In yet another aspect of the invention, there is provided a method forstowing a set of cargo items in a container comprising the steps of:

providing a set of one or more associated and substantially rigid spacerelements;

positioning members of said set and a set of cargo items in designatedpositions in a container so that during movement of the container saidcargo items and said spacer elements in combination are substantiallyrestrained by inner surfaces of said container from movement in a leastone direction relative to the container away from designated positionstherein.

In a further invention, there is provided a method for stowing a set ofcargo items in a cargo container comprising the steps of:

providing a set of one or more substantially rigid spacer elements; and

positioning members of said set of spacer elements and members of a setof cargo items in designated positions in a cargo container so that saidcargo items and said spacer elements form an assembly that duringmovement of the cargo container is restrained by contact between theassembly and inner surfaces of said cargo container from movement in aleast one direction relative to the cargo container,

the method characterized in that

-   -   (a) a first layer of cargo items and spacer elements comprised        in the assembly is placed on a floor surface of the cargo        container so as to be prevented from horizontal movement within        the cargo container by contact with opposing pairs of upright        walls of the cargo container;    -   (b) cargo items are placed atop spacer elements of the first        layer so as to be partly raised above the level of other cargo        items of the first layer; and    -   (c) a second layer of cargo items is placed on top of the first        layer and restrained from horizontal movement in the cargo        container by contact with upright walls of the cargo container        and the raised cargo items.

Advantageously, at least one of the spacer elements can comprise ashaped block of an expanded plastics foam material, preferably expandedpolystyrene foam.

In a further invention, there is provided apparatus for use in stowingof cargo items in shipping containers, comprising:

elongate means having at a front end means for supporting a cargo itemand at a rear end means for connection to a part of a vehicle which canbe raised and lowered;

chassis means having ground engaging wheels said chassis means beingadapted to support the elongate means at a position between the saidfront and rear ends.

The chassis means may include means for lifting and lowering saidelongate means.

The apparatus may have a counterweight attached to the rear end of theelongate means.

Preferably, the counterweight has openings to receive tines of aforklift vehicle and wherein the counterweight is attached to theelongate means so as to be pivotable relative to the elongate meansabout both transverse and vertical axes.

It is to be understood in this specification that the term “set” used inrespect of a set of spacer elements, can mean one spacer element or aplurality. Similarly and intentionally in this specification, the term“set”, used in respect of a set of cargo items, can mean one cargo itemor a plurality. It is not intended to imply, where there are severalmembers of either type of set, that all such members need be identical.

The term “cargo item”, as used herein, can mean a single element orassembly of elements, or a plurality of elements. Similarly, “cargoitem” could mean one or several items secured to or on a support orhandling element, such as a crate or a pallet.

The term “standard shipping container” is here to be taken to include inparticular containers of the type used in large numbers for transport ofgoods by sea. The containers in question are the subject ofInternational Standards Organisation (ISO) standards and are availablein various sizes, of which common external sizes are:

-   (a) length: 20 feet (6096 mm); width 8 feet (2438 mm); height 8 feet    6 inches (2591 mm) or 9 feet 6 inches (2896 mm);-   (b) length: 40 feet (12192 mm); width 8 feet (2438 mm); height 8    feet 6 inches (2591 mm) or 9 feet 6 inches (2896 mm).

Such shipping containers are of various types and in addition to generalpurpose containers, the invention is potentially applicable to suitablespecific purpose and specific cargo container types, for examplerefrigerated containers. Containers of this general type are availablein a number of other different lengths.

In order that the inventive concepts may be better understood there willnow be described, non-limitingly, certain preferred embodiments of theinvention by reference to the attached Figures, of which:

FIG. 1 is a perspective view of a spacer element according to theinvention, supporting a coil of steel strip (shown in phantom lines);

FIG. 2 is a side view of four spacer elements as shown in FIG. 1, in usein the interior of a container (shown in phantom lines);

FIG. 3 is a perspective view of two coils of steel strip on pallets and(in phantom lines) a further spacer element according to the invention;

FIG. 4 is a set of three views of the spacer element shown in FIG. 3,namely (a) side elevation, (b) end elevation, (c) view from below,

FIG. 5 is a perspective view of five spacer elements and coils as shownin FIG. 3, in use in the interior of a container (shown in phantomlines);

FIG. 6 is a set of three views of a further spacer element according tothe invention namely (a) side view, (b) bottom view, and (c) (left half)an end view and (right half) a cross sectional view, the spacer elementbeing shown in views (b) and (c) covering loads of plate material onstillage elements;

FIG. 7 is a perspective view of two further spacer elements according tothe invention in use in the interior of a container (shown in phantomlines);

FIG. 8 is a plan view of a possible packing arrangement for a layer ofcylindrical cargo items in a container;

FIG. 9 is a plan view of a load of cargo items and further spacerelements according to the invention, in the interior of a container(shown in phantom lines);

FIG. 10 is a side view of a part of the load of cargo items and of thespacer elements as shown in FIG. 8, the part shown being the containersbetween planes marked “P” and “Q” in FIG. 8;

FIG. 11 is a perspective view of a shipping container interior space(represented by phantom lines) with coil-type cargo items stowed thereinaccording to the invention;

FIG. 12 is a perspective view of the shipping container interior spaceshown in FIG. 11, now with one only of the three cargo items shown inFIG. 11 in place;

FIG. 13 is a side view of a forklift vehicle, portion of a container andan apparatus for assisting in loading the container;

FIG. 14 is a plan view of a container internal space containing threecargo items, shoring timbers and spacer elements arranged in accordancewith the invention.

DETAILED DESCRIPTION OF PREFERRED EMBODIMENTS

FIG. 1 shows a first spacer element 1 according to the invention. Spacerelement 1 is generally rectangular, having end faces 2, side faces 3, abottom face 4 and a top face 5. An upwardly-facing recess 6 has the formof a half-cylinder. Shown in phantom lines in FIG. 1 is a coil 7 ofstrip steel that is received and supported in recess 6. Coil 7 is anexample only of a cargo item able to be supported by a spacer elementsuch as element 1. The use of this example is not intended to limit thescope of the invention or of the types of loads able to be held byspacer elements of the general type exemplified by element 1. Cutouts 8are provided to provide access to a central hole 9 of coil 7 for anelongate “sting” (not shown) as is typically used by material handlingequipment for lifting and moving coils of steel strip. Also,longitudinal recesses 15 extend along the length of bottom face 4 andare spaced and sized to enable tines of a fork lift (or the like, notshown) to lift the spacer element 1 and contained coil 7 together.

FIG. 2 shows a side view of four spacer elements 1 and coils 7positioned in the interior of a standard shipping container 12.Container 12 is represented schematically in FIG. 2 by showing inphantom lines only the edges of its internal surfaces, so that only thecontainer's interior space is shown.

Elements 1 are sized so that four of them snugly fit in container 12,being restrained from longitudinal movement by the inner end surfaces 13and from lateral movement the inner side surfaces 14 of container 12.Such movements may be caused by ship motions at sea and need to beresisted for ship stability and safety. The width between side faces 3of element 1 is close tope width between inner side surfaces 14 and thelength of the four elements 1 in combination is close to the lengthbetween inner end surfaces 13. With this mode of stowing the heavy andunwieldy cargo items 7, it is quicker and easier to load a shippingcontainer and to unload it, with no need for lashing the items 7 to theinterior of the container 12 itself.

Spacer elements 1 are preferably formed integrally from a foamedcellular plastics material such as, for example only, “RMAX Geofoam”polystyrene foam, available under the name “Isolite EPS” in Australiafrom a division of Huntsman Chemical Company Australia Pty Ltd.

This rigid cellular polystyrene material is available in a range of sixdensity classes, with different compressive strengths, and ismanufactured to Australian Standard AS1366 Part 3-1992. Grades used byapplicants to date are “SL” (nominal density 11 kg/cubic metre and 70kPa compressive stress at 10% deflection) and “M” (nominal density 19kg/cubic metre and 105 kPa compressive stress at 10% deformation).However, it is of course desirable in practising the invention, to use amaterial with a suitable density for the particular application, havingregard to the cargo item weights and sizes, likely movements of thecontainer, and the like. Selection does not of itself require inventiveeffort.

Forming of the elements 1 is preferred to be by foaming in a simplemould (not shown), and more preferably this is done on or close to thesite where the coils 7 are to be loaded in container 12. This could beat a steel warehouse or at a container loading facility. Alternatively,the polystyrene foam can simply be purchased in blocks from themanufacturer and cut to shape using suitable known methods (eg hot wirecutting).

Elements 1 may be reinforced—where necessitated by the load to becarried—by providing at appropriate points inserts (not shown) ofmaterial(s) more resistant to deformation from concentrated loads thanfoamed plastics. For example, the recesses 15 could be defined and theirsurfaces reinforced by inverted channel sections formed from sheet metalplaced in the mould before foaming. However, it has surprisingly beenfound that in many practical cases, and with suitable choice ofmaterial, no such reinforcement is needed even for heavy loads.

Other suitable materials may be used, and spacer elements with thefunctionality of elements 1 may even be fabricated form severalcomponents in suitable cases.

The clearances to be provided between the elements 1 and the innersurfaces 13 and 14 of container 12 are chosen by suitable trial(requiring no to inventive activity) to suit the weights of the cargoitems involved, the skill of the persons stowing and unloading thecontainers, and the equipment available to them.

FIG. 3 shows two coils 16 of steel strip, each secured on a suitablepallet 17, each coil 16 and its pallet 17 comprising a cargo item 18.Shown in phantom lines is a further spacer element 19 that canfacilitate the stowage of cargo items 18 in shipping containers. Again,no implication of a limitation of the invention to this particular typeof cargo item is intended by the use of this illustrative example. Cargosuch as cargo items 19 are commonly required to be loaded into shippingcontainers and are sometimes referred to as “top hats”, due to theirshape.

FIG. 5 shows five spacer elements 19 being used to stow ten cargo items19 in a shipping container interior space 20 (whose edges are shown inphantom lines, just as in FIG. 2). As with spacer elements 1, elements19 are sized and shaped so as to fit snugly (i.e. with clearances smallenough to sufficiently limit load movement wider likely ship motions andlarge enough for easy loading and unloading) between inner side surfaces21 of container interior 20 and so that five in combination fit snuglybetween inner end surfaces 22 of interior 20.

FIG. 4 shows spacer element 19 in three views. Element 19 is generallyin the form of a rectangular prism and has two holes 23 within whichcoils 16 are received, and a rectangular recess 24 within which pallets17 are received. In use, and by contrast to spacer element 1 whose loadis lowered into recess 6, spacer element 19 is lowered over two cargoitems 18 from above and partially surrounds items 18. Spacer element 19thereafter maintains the desired relative positions of the items 18. Afork lift (not shown) can pass its times into recesses 25 in the base ofelement 19 to access pallets 17 and lift the complete combination ofitems 19 and spacer element 18 for placement into container interior 20.

As with elements 1, spacer elements 19 may conveniently be formed from alightweight expanded foam plastics material, but without implying anylimitation to this material type or construction.

It is not essential that the cargo items 18 protrude through the top ofspacer element 19. This arrangement simply happens to economize on thematerial used to form spacer element 19. A similar spacer element (notshown) could simply cover the items 19 completely (except at thebottom), if required.

FIG. 6 shows a spacer element 30 that is also open-bottomed and in uselowered over a cargo item 31 from above. Cargo item 31 comprises threelayers 32 of flat material (eg metal plates or billets for hot rolling)supported on stillage elements 33 in known manner. Spacer element 30 isgenerally rectangular in overall form, having opposing side faces 33,end faces 34, a top face 35 and a bottom face 36. A recess 37 is formedin bottom face 36 and is shaped and sized for close-fitting containmentof cargo item 31 as shown. Recesses 38 are provided also in bottom face36 for tines of a fork lift or the like, so that once element 30 hasbeen positioned over and lowered onto cargo item 31 the completecombination of spacer element 30 and cargo item 31 can be lifted andconveniently loaded into and unloaded from, a shipping container. Theside faces 33 are spaced apart so as to fit between opposing inner sidefaces of a shipping container (not shown) with clearances small enoughto limit undesired movement during transit of the container. Similarlythe end faces are spaced so that a specified number of spacer elements30 can be placed longitudinally in the container with sufficiently smallclearance to resist undesired movement in transit.

From the above descriptions of spacer elements 1, 19 and 30, it will beapparent that a very wide variety of cargo items—beyond the specificitems used as examples—can be conveniently stowed in containers so as toresist undesired movement therein during transit of the containers. Bymaking the spacer elements at the point of loading, especially by theuse of lightweight foamed plastics, an efficient stowing and restrainingsystem can be provided.

Elements 1, 19 and 30 all partially surround their respective cargoitems 7, 18 and 31 in use. FIG. 7 shows another possibility. A containerinterior 40 is partially filled with spacer elements 41 so that cargospaces 42 and 43 are defined by the spacer elements 41 and the interiorsurfaces of the container interior 40. This arrangement permits cargoitems, taking up only part of a container interior to be stowed in sucha way that their potential movement in the container is limited by theinner sides, floor and (if desired) roof surfaces and (in thelongitudinal direction) by the container inner end surfaces and thespacer elements 41. In this case, the general principle of is againfollowed of substantially filling gaps between opposing inner surfacesof the container is followed, so as to limit undesired cargo movement,but without actually surrounding the cargo items by the spacer elements41. Instead cargo items can bear against inner surfaces of the containerinterior 40.

Spacer elements 41 have recesses 44 for tines of handling equipment toease the task of location them in the container interior 40.

Spacer elements 41 are shown as solid blocks, but could be provided withopenings (not shown) where the nature of the particular cargo itemspermits to minimize weight and usage of material (such as expandedplastics foam, where used) in the spacer elements 41, to provide for airflow (especially in the case of refrigerated containers), etc.

One possible variation, not shown, is to bevel, round off, or taperupright corner edges of spacer elements (such as elements 1, 19, 30 or41 for example) to ease the process of passing the elements through loadopenings (eg doors) in containers. The openings are of course closefitting so that some care in alignment is needed.

FIG. 11 shows three large coils 100, 101 and 102 (eg of steel strip)stowed in a shipping container internal space 103 in another importantway of practising the invention. Internal space 103 is represented bychain-dotted lines as before. The coils are stowed with their axeslongitudinally oriented in space 103. They are supported from below onspacer elements 104, 105 and 106 which are cut away to closely conformwith the cylindrical shapes of coils 100-102 and which closely fit thegap between opposing sidewalls 107 and 108. Four further spacer elements109, 110, 111 and 112 are provided firstly to separate coils 100 and 101and 101 and 102 and secondly to separate coils 100 and 102 fromrespective end walls 113 and 114. The entire assembly of coils 100-102and spacer elements 109-112 and 104-106 is closely confined between endwalls 113 and 114. No separate restraint of coils 100-102 is provided.

FIG. 12 is a similar view of container internal space 103 partly loaded,through end doors 115. Spacer elements 109 and 104 are in position, andspacer element 110 is being moved longitudinally (as shown by arrow 116)towards its final position. Coil 100 has been placed on spacer element104, by means described below, after placement of spacer element 104 inposition. Similarly, coils 101 and 102 will be placed on theirrespective supporting spacer elements 105 and 106 In the same way, afterplacement of elements 105 and 106 in space 103.

A difficulty with stowing in the way shown in FIG. 12 is that it can beimpossible for a suitably sized fork lift (or other handling device) toenter space 103. FIG. 13 shows a way in which this problem can beovercome. A forklift 120 is used to manoeuvre a wheeled apparatus 121which has an elongate sting 122 that can pass through coils such as coil100. A chassis 123 is mounted on wheels 124 and has hydraulic cylinders125 whereby sling 122 can be raised and lowered (as shown by arrow 126).A beam 127 is mounted at a pivot 128 to sting 122 and is coupled at itsopposite (rear) end to a counterweight 129. Coupling of beam 127 tocounterweight 129 allows a degree of relative movement between them.Counterweight 129 is adapted to be raised and lowered by forklift 120,which extends its tines 130 into cooperating openings (not shown) incounterweight 129. Hydraulic power for operating cylinders 125 and acylinder 131 that allows some relative pivoting of beam 127 about sting122 is taken from forklift 120.

Apparatus 121 can allow heavy weights such as coil 100 to be lifted andmanoeuvred into (or out of) a container 132 without itself having toenter container 132. Counterweight 129 reduces the weight to be liftedby forklift 120 when handling coil 100, with wheels 124 acting as afulcrum. Apparatus 121 allows the use of a forklift smaller than wouldotherwise be necessary for placement of coil 100 into container 132.This is very helpful, because many dock facilities do not have suchlarge machines. Apparatus 121 can be provided for use only whennecessary and allows the use of smaller machines to continue whilepractising the invention in this way.

Polystyrene spacer elements have the unexpected advantage ofsurprisingly high friction when in contact with container interiorsurfaces. Thus, lateral forces on coils 100-102 would be transmitted tothe floor 133 of space 103 by shear in spacer elements 104, 105 and 106and friction at their contacts with floor 133, as well as by directbearing of end faces such as faces 134 on walls 107 and 108. Generallyclearances between spacer elements such as 104-106 and opposing wallssuch as 107 and 108 should be as small as practicable, even to theextent of actual contact between the elements and the walls on bothsides. However, the effect of friction where cargo items such as coils100-102 are supported from below is to alleviate any ill effects ofpositive clearances. Clearances can if desired or found necessary beclosed by sliding any suitable thin laminar material between spacerelements and walls.

An important point of difference among the various spacer elementsdescribed herein is that some are used to resist both the weight ofcargo items and lateral forces arising from motions during transport ofthe cargo container, whereas others resist only the latter type offorces. Spacer elements 1 and 104-106, for example, support the weightof cargo items (respectively items 7 and 100-102) and also restrainmovement of those cargo items in generally horizontal directions intheir containers, which movements can arise from dynamic forcesassociated with motion in a seaway for shipping containers or corneringand acceleration loads in land applications. By contrast, spacerelements 19, 34 and 109-112 primarily restrain cargo items againstgenerally horizontal forces, while the weight of the cargo items istaken directly by the floors of their respective containers.

Further, the invention may be used for restraint of loads againsthorizontal movement in a cargo container in one direction only or in twoperpendicular directions. In FIGS. 2, 5 and 11, container spaces 12, 20and 103 are shown as being completely filled except for space above theloads, so that both lateral and longitudinal movements are resisted bythe spacer elements 1, 19 and 104-106 and 109-112. However, it ispossible in principle to apply the invention in such a way that onlymovements in one direction are resisted by the spacer elements includingexpanded foam materials, with other means being provided to resistmovement in a perpendicular direction. In FIG. 14, heavy cargo items150, 161 and 152 are shown in a container internal space 153(represented by chain-dotted lines) and are secured against longitudinalmovement (i.e. in the direction of arrow 154) by timbers 155. However,they could still move laterally to some degree, and so are restrainedagainst lateral movement by spacer elements 156 according to theinvention. Any or all of the cargo items 150-152 could of course havetheir weight supported by spacer elements according to the invention.FIG. 14 is meant primarily to illustrate the above point rather thannecessarily being a practical and preferred way of practising theinvention.

Further embodiments and methods of practising the invention, in whichthe cargo items are not necessarily surrounded, will now be described.

FIG. 8 is a plan view of a container interior 60 (shown in phantomlines) with a single layer of 65 drum-type cargo items 61 therein. Aproblem of this arrangement is that the layer of items 61 is notconstrained sufficiently by the interior surfaces of the containerinterior 60 to fully prevent movement of items in transit, with thepossibility of damage or leakage. There is a space 62 into which cargoitems 61 can move, but which cannot be neatly filled by one or moreextra containers 61. A further problem that often arises with cargoes ofthis type is that one layer does not fully utilize the weight carryingcapacity of the container, whereas two full layers would exceed thatcapacity. FIGS. 9 and 10 show how the invention allows these problems tobe avoided.

FIG. 9 is a similar view to FIG. 8, showing how the container interior60 can be stowed with an extra 25 cargo items to make 90 cargo items inall, all constrained against excessive movement during transit. FIG. 10shows this cargo as seen in side elevation looking in the direction ofarrow “R” in FIG. 9, although for clarity only those cargo items betweenplanes “P” and “Q” are shown. To prevent movement within the space 62, asuitably shaped and sized spacer element 63 is positioned thereinbearing against some of the cargo items 61 and inner end surface 64. (Aspacer element 63, positioned in a designated position as a first stepin loading a layer of cargo items 61, has the additional advantage ofguiding the building up of the layer with each item in its correctposition, so that an intended or designed arrangement and number ofitems 61 in the layer is achieved.)

In FIG. 9, circles without letters indicate cargo items 61 of the bottomlayer. Circles with the letter “Y” indicate cargo items 61 that areraised partly out of the bottom layer by being positioned on top ofsuitably shaped and sized spacer elements 65, of which four are shown inthis case. A partial layer of 25 additional cargo items 61, marked “X”,is then stacked on top of items 61 of the bottom layer. Undesiredmovement of the items 61 labelled “X” is to prevented by the inner sidesurfaces 66 of container interior 60 and end barriers formed by thepartly-raised cargo items 61 labelled “Y”.

Each of spacer elements has the form of two cylinders 67 (that each situnder one cargo item 61) joined by an intermediate section 68. However,this is optional. It will be clear to skilled persons that many othershapes would be possible. Another possibility is to provide spacerelements (not shown) that instead of lifting some cargo items partiallyout of one layer to form a barrier to movement of items in anotherlayer, are held within one layer and also extend out of that layer toform a barrier against undesired movement of items of another layer. Forexample, elements having a shape that is a combination of the shape ofelements 67 and the cargo items 61 shown above them in FIGS. 9 and 10could be used as an alternative to elements 67 to restrain movement ofitems 61 of the upper layer.

As with the arrangement of FIG. 7, the arrangement of FIGS. 9 and 10involves a cargo being constrained against undesired movement by acombination of interior surfaces of a container and by spacer elementsplaced in the container.

It should be understood that there is nothing specific to the particularpacking arrangement shown in FIGS. 8, 9 and 10 that limits the scope ofthe invention. What has been described is purely an example.

Many variations and enhancements may be made without exceeding thespirit or scope of the invention.

1. A standard 20-foot or 40-foot shipping container containing stowedcargo items, each weighing more than 10% of a rated payload of thecontainer and having a cylindrical shape a central axis of which isorientated longitudinally, and cargo restraining means which comprisessubstantially rigid supports, the supports comprising shaped blocks ofexpanded plastics foam and being shaped and proportioned and positionedwith the cargo items such that an assembly comprising the cargo itemsand supports engages inner surfaces of the container to be restrainedfrom movement relative to the container, wherein ones of the supportssupport the cargo items from below, such that the cargo items arepositioned clear of a floor of the container, and closely fit a gapbetween opposing sidewalls of the container.
 2. A shipping containeraccording to claim 1, wherein individual ones of the supports contactinternal upright walls of the container.
 3. A shipping containeraccording to claim 1, wherein the supports which support the cargo itemsfrom below conform to portions of the respective cargo items.
 4. Ashipping container according to claim 1, wherein each of the cargo itemshas a weight which is more than 20% of the rated payload.
 5. A shippingcontainer according to claim 1, wherein the supports which support thecargo items from below closely conform with said respective cylindricalshapes.
 6. A shipping container according to claim 1, wherein the cargoitems comprise coils of strip material.
 7. A shipping containeraccording to claim 1, wherein the supports which support the cargo itemsfrom below each comprise an upwardly facing recess in the form of ahalf-cylinder which receives a respective one of the cargo items.
 8. Ashipping container according to claim 1, wherein the assembly contactssaid inner surfaces.
 9. A shipping container according to claim 1,wherein ones of the supports separate the cargo items from each otherand from end walls of the container.
 10. A shipping container accordingto claim 1, wherein the assembly is closely confined between ends wallsof the container.